5 TRANSPORTATION AND THE ENVIRONMENT

The government announced a tax credit for transit users in relation to monthly (or longer duration) passes and its intent to regulate the fuel consumption of road motor vehicles.

OVERVIEW

Transportation and the environment have a complex relationship. Transportation activity, the actual movement of goods and people, has both direct and indirect impacts on the environment. These include emissions to air, water and land. Reducing those impacts is an enormous challenge in a country such as Canada, where transportation is fundamental to Canada’s economic prosperity and Canadians’ quality of life.

In 2006, the Commissioner of the Environment and Sustainable Development (CESD) reported that the federal government should do more to reduce emissions within key sectors, such as transportation. However, reducing air, water and land pollution needs to be balanced with the economic imperatives and social needs of our geography.

To maintain and improve our competitiveness, we need to ensure that our transportation system is efficient and responsive to new challenges. We must also ensure that it addresses key environmental priorities such as clean air, greenhouse gas (GHG) emissions reduction, clean land and clean water.

In Canada, transportation is a shared jurisdiction, with the federal, provincial and municipal governments all having important roles to play. Within the federal government, Transport Canada has the lead responsibility for many issues involving both transportation and the environment, but there are also important roles for Natural Resources Canada, Environment Canada and Industry Canada.

FEDERAL GOVERNMENT’S ENVIRONMENTAL AGENDA

Addressing the health and environmental consequences of air emissions is a priority of the new government. In 2006, a commitment was made to develop a comprehensive Environmental Agenda that would encompass a new approach to addressing climate change and clean air. A budget of $2 billion over four years has been allocated to implement this agenda.

The federal government’s new approach integrates climate change and clean air while taking concrete actions in the near term to promote the achievement of long-term results. The approach emphasizes legislative and regulatory action to limit air pollutants and GHG emissions starting in 2010, complemented with a streamlined package of initiatives for early action and investment.

AIR POLLUTION EMISSIONS

Air pollution emissions represent a significant environmental and health issue for Canadians, particularly for the roughly 80 per cent of people who live and/or work in urban areas. These emissions include pollutants such as nitrogen oxides (NOx) and sulphur oxides (SOx), volatile organic compounds (VOC) and particulate matter (PM10 or PM2.5). Collectively, these emissions are known as criteria air contaminants, and they come from a wide range of sources, including the transportation system. Urban smog is perhaps the most visible impact of these emissions. Urban smog has been linked to several thousand premature deaths in Canada each year, as well as to numerous health-related problems. Smog is composed of two main ingredients: ground-level ozone and particulate matter. Ground-level ozone is created when NOx and VOC react together under specific conditions, such as calm, sunny days.

Burning fossil fuels produces the majority of NOx emissions. NOx, along with sulphur dioxide (SO2), also contribute to acid rain. VOC are found in gasoline fumes and solvents. Fine particulate matter (PM) is produced during fossil fuel combustion in motor vehicles, power plants and large industries. It also comes from dust from paved and unpaved roads and road construction as well as forest fires.

TRENDS IN AIR EMISSIONS FROM THE TRANSPORTATION SECTOR

It should be noted that fuels vary considerably in terms of their emissions. For example, in 2005, on-road and offroad diesel engines accounted for roughly 70 per cent of transportation-related PM2.5 emissions (off-road diesel use alone accounts for 56 per cent) and 52 per cent of transportation-related NOx emissions. Gasoline engines, on the other hand, account for 88 per cent of transportation-related VOC emissions. Marine transportation, which uses a mix of diesel and heavy fuel oil, is responsible for 49 per cent of transportation-related SOx emissions. Figure 5-1 illustrates the trends in transportation-related PM2.5, SOx, NOx and VOC emissions (1990 trends indexed to 100). Since 1990, the trend in all these emissions has been downward, largely due to regulatory changes introduced by the federal government aimed at reducing the health impacts of smog and the impacts of acid rain.

FIGURE 5-1: AIR POLLUTION EMISSION FROM THE TRANSPORTATION SECTOR, 1990 – 2005

Source: Environment Canada: 2006 Criteria Air Contaminant Inventory, Preliminary Estimates

GREENHOUSE GAS

In 2004, Canadians contributed about 758 megatonnes (Mt) of carbon dioxide equivalent (Mt CO2 eq) of GHGs to the atmosphere. This was an increase of 0.6 per cent over the 754 Mt recorded in 2003, considerably less than the 3.9 per cent increase the previous year. Canada’s economic GHG intensity –– the amount of GHGs emitted per unit of economic activity –– was 2.6 per cent lower in 2004 than in 2003. Since 1990, emissions have increased by about 27 per cent. Figure 5-2 shows that the transportation component of total emissions was 190 Mt in 2004, or 25 per cent of the total. However, since 1990, transportation’s share of total emissions has remained fairly stable at around 24 to 26 per cent.

On-road emissions accounted for 76 per cent of total transportation emissions in 2004, while domestic airrelated emissions accounted for four per cent, and rail and domestic marine each accounted for three per cent. Off-road and pipelines combined accounted for the remaining 15 per cent of total GHG emissions from transportation. (Note: Totals in this paragraph do not add up to 100 due to rounding.)

FIGURE 5-2: TOTAL GHG EMISSION BY SECTOR, 1990 AND 2004

Source: Canada’s Greenhouse Gas Inventory, 1990–2004, Environment Canada

Figure 5-3 shows the trends from 1990 to 2004 in onroad GHG emissions and activity levels from the passenger and freight sectors (1990 levels indexed to 100). During this period, emissions from on-road passenger travel increased by roughly 16 per cent, while passenger-kilometres increased by 30 per cent. This indicated a small improvement in the GHG intensity of onroad passenger vehicles transportation.

Figure 5-3 also shows that GHG emission levels of onroad freight increased by 73 per cent over the same period, more than five times the increase in passenger GHG emissions. Considered in the context of a 125 per cent increase in freight activity levels measured in tonnekilometres, however, this indicates that while freight is accounting for increasing levels of GHGs compared with passenger travel, it is also becoming more efficient by decoupling GHG emissions from activity. Freight accounted for 23 per cent less GHGs emitted per tonne-kilometres in 2004 than in 1990. This has been achieved in a number of ways, including the adoption of better operating practices and the use of more efficient equipment.

FIGURE 5-3: TRENDS IN ROAD TRANSPORTATION GHG EMISSIONS AND ACTIVITY, 1990 – 2004

Source: Energy Use Handbook: August 2006; Natural Resources Canada, Office of Energy Efficiency

Figure 5-4 shows the trends in GHG emissions from the rail, aviation, marine and off-road sectors from 1990 to 2004. At 17 Mt, aviation was the largest non-road contributor to the transportation GHG emissions sector. The marine sector, at 9 Mt, was the next largest contributor; however, marine emissions overall have been relatively constant over this period, with a six per cent increase. The rail sector was responsible for 6 Mt in 2004, a 15 per cent reduction from 1990, even though rail freight activity levels have increased by 30 per cent since 1990.

FIGURE 5-4: NON-ROAD TRANSPORTATION GHG EMISSIONS, 1990 – 2004

Source: Energy Use Handbook: August 2006; Natural Resources Canada, Office of Energy Efficiency

Transportation GHG emissions are increasing at a slower rate than activity because of the more efficient travel of people and goods. However, when looking at energy end use, the sources of energy used in the transportation sector make it the most GHG-intensive sector per unit of energy consumed in the Canadian economy, as is shown in Figure 5-5.

FIGURE 5-5: GHG INTENSITY OF ENERGY END USE SECTORS, 2004

Source: Energy Use Handbook: August 2006; Natural Resources Canada, Office of Energy Efficiency

FEDERAL INITIATIVES

CLEAN AIR REGULATORY AGENDA

The Clean Air Regulatory Agenda sets out the Government of Canada’s comprehensive plan for regulating emissions from various sources. This includes new provisions for regulating automobiles, railways and commercial and consumer products.

The Notice of Intent (NOI) to develop and implement regulations and other measures to reduce air emissions was published in the Canada Gazette on October 21, 2006. The NOI sets out the federal government’s intention to address all major sources of air emissions. As specified in the NOI, the Government intends to continue developing and implementing regulations to reduce smog- and acid rain-forming emissions from on-road and off-road vehicles and engines.

The Government intends to regulate the fuel consumption of road motor vehicles. The Minister of Transport, with the Minister of Natural Resources, will develop regulations that will build on the 2005 voluntary commitment the auto industry collectively made to reduce 5.3 Mt of GHGs by 2010 through ongoing improvements in fuel consumption performance. These new regulations will be developed and implemented under the Motor Vehicle Fuel Consumption Standards Act, as amended by the proposed Canada's Clean Air Act. Regulations will take effect for the 2011 model year, following the expiry of the Memorandum of Understanding between the auto industry and the Government of Canada.

Under the 2006 NOI, a number of new regulations were introduced for on-road and off-road vehicles and engines that were not previously regulated. For example, heavyduty diesel engines used in off-road applications such as construction, mining and agricultural applications will be subject to stringent emission standards for the first time in Canada.

New regulations were finalized in 2006 to strengthen Canada’s regulations for on-road motorcycles, including extending the scope of regulations to cover small scooters and mopeds for the first time. Proposed regulations were also published to establish stringent standards to reduce smog-forming emissions from outboard engines, personal watercraft, snowmobiles, offroad motorcycles and all-terrain vehicles.

The Government’s comprehensive approach, as described in the NOI, will reduce emissions of air pollutants and GHGs and will include all major sources of air emissions, including all transportation sectors (road, rail, aviation and marine), industrial sectors, consumer and commercial products, and indoor air quality.

SUSTAINABLE DEVELOPMENT STRATEGY

On December 13, 2006, Transport Canada tabled its fourth Sustainable Development Strategy in Parliament. Sustainable Development Strategy 2007–2009 outlines Transport Canada’s vision of sustainable development and its action plan for promoting a more sustainable transportation system in Canada. The strategy defines seven strategic challenges and 21 specific commitments for action over the next three years (2007 – 2009). For this strategy, Transport Canada chose to focus on three themes at the heart of sustainable transportation: urban transportation, commercial freight transportation and marine transportation. These themes allowed the department to focus its efforts and make a smaller number of resultsoriented commitments.

Transport Canada reports on its progress annually within the Departmental Performance Report and in the Sustainable Development Progress Report. Both are available on-line at www.tc.gc.ca/publications/en/menu.htm and www.tc.gc.ca/SDS, respectively.

SURFACE TRANSPORTATION

Intelligent Speed Adaptation

As excessive speed impacts not only safety but also GHG emissions, Transport Canada is conducting a research program on the effectiveness of Intelligent Speed Adaptation (ISA) in maintaining vehicle speeds in traffic. ISA refers to a system that can help drivers comply with the posted speed limit. Feedback is provided to the driver if the speed limit is exceeded. The work is investigating the technical feasibility, efficiency and emission benefits, potential safety, driver attitudes and behaviours, and acceptability. Work is also being undertaken to evaluate the effectiveness of real-time fuel cost/consumption display in influencing speed choice and behaviours and, consequently, fuel use.

Transport Canada is also working with the provincial and territorial governments to review the issues concerning mandating speed limiters for trucks set at 105 km/h and mandating electronic on-board recorders.

Transport Canada Urban Programs

Transport Canada administers two programs that encourage the implementation of sustainable transportation options in Canadian cities and communities: The Urban Transportation Showcase Program (UTSP) and the Moving On Sustainable Transportation (MOST) program. These programs help municipal and non-profit partners test and implement cost-effective transportation strategies. The benefits of these programs support important policy objectives for the transportation system in Canada, such as air emission and smog reduction, congestion relief and improved health.

The UTSP funds, in partnership with provinces and municipalities, integrated urban transportation “showcase” projects that demonstrate, evaluate and promote costeffective strategies for reducing GHG emissions. In 2006, five municipalities continued to implement their UTSP demonstration projects: Halifax, Region of Waterloo, Toronto–Hamilton, Whitehorse and Greater Vancouver. In November, the UTSP project in the City of Winnipeg was launched. Showcase projects in Gatineau and Quebec City were announced in February 2007, and are expected to begin in 2007. For more information on all the UTSP showcases, visit www.tc.gc.ca/utsp/.

The MOST program funds innovative, communitybased sustainable transportation projects. Five new MOST projects totalling $110,000 were approved for funding in 2006, for a total of 34 ongoing projects during the course of the year. These projects represent a wide variety of initiatives, ranging from supporting nonmotorized delivery services to studying the effects of infrastructure on cyclists. An annual review provided results and information on the 13 completed projects. For more information on MOST projects, visit www.tc.gc.ca/most.

Transit tax credit

In Budget 2006, the Government of Canada announced that, beginning on July 1, 2006, individuals would be able to take advantage of a non-refundable tax credit to cover the cost of purchasing a monthly (or longer duration) pass for commuting on buses, streetcars, subways, commuter trains and local ferries. This new initiative will have a positive impact on managing transportation demand as well as saving transit users about $150 per year.

Urban Transportation Emissions Calculator

Transport Canada has developed an Internet-based tool (Urban Transportation Emissions Calculator) for urban transportation professionals to calculate direct (e.g. tailpipe) and indirect (e.g. emissions from the production of electricity) transportation-related emissions, including GHGs and criteria air contaminants. This tool allows municipalities to plan and report transport-related emissions in a more standardized manner.

Transport Canada Freight Programs

The Freight Efficiency and Technology Initiative (FETI) is a five-year program that aims to reduce the growth of GHG emissions from freight transportation. This initiative is administered by Transport Canada with support from Natural Resources Canada. Under this initiative, in 2006, the Freight Sustainability Demonstration Program allocated approximately $2.5 million for 12 new demonstration projects that demonstrate and encourage the use of innovative technologies and efficient best practices within the freight transportation sector. This brings the total to $4.1 million for 30 projects. Eight projects have been completed to date, with the remaining 22 wrapping up by 2007.

In addition, Transport Canada, Environment Canada and the Railway Association of Canada have negotiated a Memorandum of Understanding to voluntarily reduce rail GHG and criteria contaminant emissions. This agreement is expected to help align Canadian locomotive emissions for Class 1 freight railroads with the United States’ Environmental Protection Act standards by encouraging the purchase of cleaner locomotives and the endorsement of best practices. The MOU will also ensure that railways continue to improve their GHG emissions performance between now and 2010.

Furthermore, in 2006, Transport Canada and the International Civil Aviation Organization jointly sponsored a workshop on Aviation Operational Measures for Fuel and Emissions Reductions.

The Freight Efficiency Program is a four-year effort, administered by Transport Canada, to reduce GHG emissions from the transportation sector. This program is complementary to FETI and has two components: the Freight Incentives Program and the Shipper Awareness Program. The Freight Incentives Program funds costshared projects to purchase and install new, proven technologies that increase energy efficiency and reduce emissions in the rail, marine and air freight industries. Transport Canada did not select new projects for funding in 2006, in recognition of the fact that it would have been difficult tor funding recipients to successfully complete their projects by the end of the program in March 2007. One project has been completed to date, with the remaining eight to wrap up by 2007. The Shipper Awareness Program enhances the understanding of shippers, freight forwarders, transportation brokers and logistics service providers of the environmental impacts of their transportation decisions, as well as improves their uptake of transportation alternatives available to them to reduce GHG emissions. In 2006, Transport Canada and Supply Chain and Logistics Canada (SCL) sponsored a fall symposia across Canada and commissioned a study entitled “Literature Review of Emission Reducing Technologies and Best Practices for Shippers,” which was presented at the symposia.

MARINE TRANSPORTATION

Water Quality

The proposed regulations for the Prevention of Pollution from Ships and for Dangerous Chemicals were published in the Canada Gazette Part I in June 2006. The proposed regulations would amalgamate current requirements and introduce a number of new provisions, in particular ones that would implement Annex IV (sewage), Annex V (garbage) and Annex VI (air emissions) of the International Convention for the Prevention of Pollution from Ships (MARPOL) and the International Convention on the Control of Harmful Antifouling Systems on Ships. Adoption of these provisions would then put Canada in a position to sign on to these important international conventions.

Transport Canada’s Ballast Water Control and Management Regulations were proclaimed on June 28, 2006. All vessels subject to the regulations are required to carry onboard ballast water management plans as of December 8, 2006. These regulations require ships coming to Canada that discharge ballast in our waters to properly manage their ballast water, including residual ballast water, in order to reduce the risk of ships unintentionally introducing harmful aquatic organisms or pathogens.

National Aerial Surveillance Program

Transport Canada keeps a watchful eye over ships transiting Canadian waters through its National Aerial Surveillance Program (NASP). The NASP is the primary tool for detecting ship-source pollution in waters under Canadian jurisdiction. During 2005/06, Transport Canada acquired a second maritime surveillance system that will enable surveillance aircraft to cover a much broader area than before, day or night, and in more challenging weather conditions on Canada’s west coast. The acquisition and installation of the Maritime Surveillance System 6000 (MSS 6000) represents an investment of $4.6 million. This system coupled with the existing RADARSAT satellite system will act as a great deterrent to polluters. Currently, through a partnership with Environment Canada’s Integrated Satellite Tracking of Polluter’s (I-STOP) program, Transport Canada uses RADARSAT images to look for oil spills on the ocean’s surface. In 2005/06, Transport Canada spent $300,000 on RADARSAT imagery as part of the I-STOP project and acquired 971 images, 25 per cent more than the previous year. Also in 2005/06, Transport Canada conducted over 1,548 dedicated pollution patrol hours (a new record for the NASP), detected 78 pollution incidents and flew over 9,724 vessels during dedicated pollution surveillance patrols.

ENVIRONMENTAL MANAGEMENT

Various initiatives around Canada are involved in managing our interaction with our environment. These range from Environmental Management Systems, environmental assessments, and integrating environmental and community knowledge into accurate and responsible decision making.

Environmental Management Systems

Transport Canada is responsible for managing its lands and facilities in an environmentally responsible manner. Transport Canada has adopted an Environmental Management System (EMS), an approach that has been used by governments and private companies around the world to ensure environmentally sound practices and minimize liability. Transport Canada promotes compliance with environmental laws and federal government policies in its day-to-day operations, with a strong focus on bringing and maintaining its activities in line with federal policies and best practices. Transport Canada is responsible for a wide range of operations and approximately 847 properties, including fleets of aircraft and vehicles, as well as stores, warehouses and offices in central and remote sites across the country. Although Transport Canada no longer directly operates many components of the transportation system, it retains the role of landlord and manager for major components of the system, including the National Airports System. In this role, Transport Canada is responsible for ensuring appropriate stewardship of its lands and facilities.

Environmental Evaluation and Mitigation

The federal government’s 2004 Budget committed $3.5 billion over 10 years to accelerate the clean up of contaminated sites for which the Government of Canada is responsible. The Federal Contaminated Sites Accelerated Action Plan (FCSAAP) was established to accelerate action and reduce federal financial liabilities related to high-risk sites. Key elements include a completed inventory and ranking of sites, along with accelerated action on those sites posing the greatest risks to human health and the environment. In 2005/06, Transport Canada spent $30.7 million on the assessment and remediation / risk management of contaminated sites, including $13.9 million in funding from the FCSAAP.

Transport Canada’s regional offices have important responsibilities with respect to contaminated sites and environmental monitoring. For example, in 2005/06, Quebec Region handled 12 contaminated site rehabilitation projects worth $4.39 million and invested almost $83,000 in environmental monitoring at seven airport and port sites. The Atlantic Region has undertaken significant remediation work in St. Alban’s, Newfoundland and Labrador, at a Former Helicopter Base following the findings of a 1997/98 Environmental Baseline Study. The remediation project was completed in the fall of 2006. The environmental benefits included reduction of GHGs and site remediation; the economic benefits were the cost savings to Transport Canada; and the social benefits were the provision of much needed employment to the community.

SUPREME COURT DECISIONS ON THE FEDERAL GOVERNMENT’S OBLIGATIONS TO CONDUCT ABORIGINAL CONSULTATIONS

For Transport Canada infrastructure projects, the majority of consultations with Aboriginal groups in recent years were conducted as part of environmental assessments. However, the latest Supreme Court decisions describe the federal government’s duty to consult and go beyond the Canadian Environmental Assessment Act’s existing provisions for consultation. For example, the Taku River, Haïda Nation and, most recently, the Mikisew Cree decisions require that the federal government undertake a more extensive analysis that deals with a wider range of Aboriginal rights. These decisions specify that the federal government’s duty to consult arises when “the Crown has knowledge, real or constructive, of the potential existence of the Aboriginal right or title and contemplates conduct that might adversely affect it.”¹ As a result, Transport Canada has created a centre of expertise on Aboriginal consultations to provide support, guidelines and information to Transport Canada officials working on projects related to transportation infrastructure. This will ensure that Transport Canada coherently and appropriately fulfills the Crown’s duty to consult Aboriginals.

Great Lakes–St. Lawrence Seaway Emissions Study

The Great Lakes–St. Lawrence Seaway (GLSLS) Emissions Study is a joint Canada–U.S. effort to evaluate the future infrastructure needs of the GLSLS. The GLSLS is aging, and its maintenance and rehabilitation costs are projected to rise at an ever-increasing pace. In order for governments to effectively develop policies affecting the future of this transportation system, it is necessary to complete an assessment of the current state of the GLSLS economic, engineering and environmental factors and conditions as they pertain to commercial marine navigation and the transportation infrastructure on which it depends.

The following agencies are involved with this initiative: Transport Canada, U.S. Army Corps of Engineers, U.S. Department of Transportation, Environment Canada, U.S. Fish and Wildlife Service, the St. Lawrence Seaway Management Corporation (Canada) and the Saint Lawrence Seaway Development Corporation (United States). The primary purpose of the GLSLS is to give decision makers information regarding the expected environmental effects of the maintenance alternatives being considered to keep the GLSLS system operational through to 2060. The study is viewed as preliminary since this work does not represent an environmental assessment as required by the Canadian Environmental Assessment Act or the US National Environmental Policy Act.

PROVINCIAL INITIATIVES

New Brunswick

In 2006, the province of New Brunswick made significant strides in improving the fuel efficiency of its transportation system. Key highlights include:

• The federal investment of $1.9 million under the Canada–New Brunswick Agreement on Public Transit to improve Fredericton’s public transit system. The agreement includes a five-year capital investment plan in which the City of Fredericton will purchase 14 new buses and one Paratransit bus. These new buses will all be low-emission and wheelchair accessible, which will reduce the average age of the city’s bus fleet from nearly 16 years to 10 years. Through this project, ridership is projected to increase by 50,000 and GHGs will be reduced by 250 Mt by 2010. The city also plans to expand its maintenance facility to accommodate the larger fleet.
• The implementation of a new green vehicle policy by the New Brunswick government. The policy is expected to make the government fleet more fuel-efficient and reduce GHGs. The green vehicle policy is part of the government’s commitment to environmental sustainability outlined in the Charter for Change and impacts all new vehicles purchased through and maintained by the Department of Transportation’s Vehicle Management Agency, including vehicles driven by ministers and deputy ministers.

Nova Scotia

In 2006, the province of Nova Scotia has also made significant progress in updating its public transit system and assessing the sustainability of the transportation system. Key highlights include:

• A Government of Canada investment of $37.5 million will allow improvements in 11 public transit systems to be made in Nova Scotia. Eligible capital investments may include the purchase of buses and accessible transit vehicles, the construction of new terminals and maintenance facilities, and the acquisition of improved computerized systems for transit services. The funds include over $11.7 million from the Canada–Nova Scotia Agreement on the Transfer of Federal Public Transit Funds and $25.8 million to Nova Scotia through the federal Public Transit Capital Trust. These investments will help reduce traffic congestion and improve air quality, as well as help to reduce CO2 and other GHG emissions. Transit services that will benefit from this funding include the Metro Transit in the Halifax Regional Municipality, Cape Breton Transit, Kings Transit (including Kings County and surrounding area) and eight other community transit organizations.
• The completion of a comprehensive (560-page) report to assess the sustainability of the transportation system using 20 key indicators and numerous sub-indicators. The study completed by GPI Atlantic examined 15 different cost categories to assess the true cost of passenger road transportation in Nova Scotia. The study provides recommendations for making transportation more efficient, affordable and sustainable. For more information on the report, GPI Transportation Accounts: Sustainable Transportation for Nova Scotia – Measuring Sustainable Development, Application of the Genuine Progress Index to Nova Scotia, see http://www.gpiatlantic.org.

Ontario

In 2006, the Ontario Ministry of Transportation made important progress toward easing congestion, reducing emissions and expanding mobility options to benefit all Ontarians. Key highlights include:

• Launching the third year of Ontario’s investment of two cents per litre of the existing provincial gas tax to provide $313 million in 2006/07 for 86 public transit systems in 104 communities across Ontario. Public transit ridership was up by 23 million passenger trips across the province from 2004 to 2005, the equivalent of removing 19 million car trips from our roads.
• Passing legislation to create the Greater Toronto Transportation Authority, which will develop an integrated transportation plan for transit and major roads in the Greater Toronto Area and Hamilton, one the fastest growing regions in North America. • Awarding the contract to build and operate the Greater Toronto Area Fare Card System, a seamless, secure and cost-effective transit fare collection system that will help riders travel across nine different transit systems from Hamilton to Oshawa.
• Celebrating the one-year anniversary of the first provincial High Occupancy Vehicle (HOV) lanes on highways 403 and 404. Results show that nearly 40 per cent of commuters are now carpooling on these highways in morning peak hours, compared with less than 20 per cent before HOV lanes opening.
• Initiating three pilot projects for alternative vehicles –– electric bicycles, low-speed electric vehicles and Segway^® Personal Transporters –– that reduce pollution and energy use and can encourage people to leave their cars at home.

Manitoba

In 2006, the province of Manitoba and its partners initiated several projects that assisted their efforts to improve the safety, efficiency and environmental sustainability of the transportation system. Key highlights include:

• Manitoba Infrastructure and Transportation (MIT) work in bringing its road salt management activities into full compliance with Environment Canada’s voluntary guidelines by completing the construction of impermeable salt storage sheds.
• The development of a partnership between MIT and the Prairie Adaptation Research Collaborative to analyze temperature trends affecting the provincial winter road network. The provincial winter road system serves approximately 38,000 Manitobans in 28 communities not served by permanent roads. The work also included the development of a climate change impact adaptation strategy to relocate winter roads away from lakes and rivers to the extent that over 90 per cent of Manitoba’s 2,300-kilometre winter road system is now on landbased alignments.
• In 2005 – 2006, MIT in partnership with Natural Resources Canada and the Fleet Vehicles Agency (FVA) initiated the construction of an E85 refueling station and a fuel procurement and rebate program for provincial fleet vehicles. This project included a commitment to maintain ethanol (E10) purchases at 20 per cent of the total fuel consumed by the department’s vehicles.
• Two Special Operating Agencies (FVA and Materials Distribution Agency (MDA)) reporting to the provincial Minister of Infrastructure and Transportation have played a prominent leadership role in influencing sustainable principles in the areas of vehicle, fuel and commodity purchases. The MDA offers its clients “Green Choice” products made with environmentally friendly materials and/or processes. At the time of this report, MDA was offering 206 Green Choice products. The FVA works with government departments to ensure that the impact on the environment is considered when choosing fleet vehicles. The FVA promotes Fit for Purposes or Right Vehicle for the Job when departments are replacing vehicles. The provincial fleet now includes 203 alternative and flexible fuel vehicles.

Alberta

In 2006, a number of transportation-related initiatives established by the province of Alberta are worth noting. Key highlights include:

• The Automated Vehicle Identification (AVI) initiative was introduced to continue the Intelligent Transportation System (ITS) objective of reducing environmental impacts while meeting the service needs of commercial carriers. The AVI allows commercial vehicles with a preclearance status to bypass inspection stations and reap the benefits of electronic technologies through savings in travel time, fuel and emissions. Alberta Infrastructure and Transportation has installed AVI technologies at 12 vehicle inspection stations on major highways across the province. This project is being cost-shared with Transport Canada under the ITS component of Transport Canada’s Strategic Highway Infrastructure Program.
• A $239 million investment in Alberta’s bio-energy sector. This initiative will make the province a leader in producing renewable energy from organic materials. This investment will be provided over the next five years and will fund a Renewable Energy Producer Credit program and a program to support technology investment in the province. For more information, visit http://www.gov.ab.ca/home/index.cfm?page=1508.
• The initiation of a Roadside Optical Vehicle Emission Reporting (ROVER II) project by the Clean Air Strategic Alliance – Vehicle Emission Team (CASA VET), co-funded by the Alberta Government and other CASA partners in 2006. The first ROVER project conducted in 1998 found that about 10 per cent of vehicles (typically the oldest) accounted for over half of emissions and led to the initiation of the Breathe Easy vehicle scrappage program pilot, which pointed to the viability of ongoing scrappage programs in Alberta. The ROVER II project used the latest in remote sensing technology to test over 50,000 vehicles in Edmonton, Calgary, Red Deer and Canmore in September and October, 2006. The project report and recommendations are expected in mid-2007. Detailed project information is available at http://www.casahome.org/?page_id=116.
• The initiation of a Hybrid Taxi Pilot project led by Climate Change Central and co-funded by the Alberta Government from December 2005 to March 2006, which provides incentives to participating taxi owners to purchase hybrid vehicles. This project aims to reduce GHG emissions and smog from Alberta’s heavily travelled taxis. The impact of advancing to hybrid technology is found to be significant, with reductions of up to 21 tonnes of GHG emissions in certain hybrid models per annum. Details can be found at http://www.hailahybrid.ca/.

MUNICIPAL/OTHER INITIATIVES

Sustainable Transportation Planning

In 2006, the Transportation Association of Canada (TAC) Sustainable Transportation Standing Committee completed a project on Strategies for Sustainable Transportation Planning. This project was funded by Transport Canada and involved research into the state of practice and future directions for sustainable transportation planning in Canadian urban areas, as well as six workshops held across Canada to gather insights from a range of practitioners. Twelve principles and 49 suggested strategies were identified and described to help promote more sustainable transportation planning. The results of this work are summarized in a TAC briefing to be distributed to practitioners across Canada. A background research report is also available on Transport Canada’s Urban Transportation Showcase Web site at www.tc.gc.ca/utsp/.

¹ Haida Nation v. British Columbia (Minister of Forests), 2004 SCC 73, [2004] 3 S.C.R. 511